Beech 95-55 accident near Gulfport, Mississippi, September 27, 2000
On September 27, 2000, a Beech 95-55, registered N9713R, was substantially damaged in an accident near Gulfport, Mississippi (Gulfport-Biloxi Regional airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
a loss of power on both engines, during a simulated engine out approach, resulting in a forced landing and the subsequent on ground impact with a pole.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 2000
- Place
- Gulfport, Mississippi · Gulfport-Biloxi Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 95-55 · all 95-55s on the register
- Registration
- N9713R · no longer on the register · serial TC-17
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight had completed an ILS approach to runway 36, with a simulated engine out, but did not touch down. The airplane was on final approach when both engines lost power. The CFI said as we turned onto left downwind for runway 36, '...I set zero thrust with the [left] throttle and prop control. About mid field the right engine began to lose power. I turned on both boost pumps and pushed both props and throttles forward. The left engine surged a couple of times but could not produce power. The right engine did not respond...we turned towards the airport...I switched to aux on the fuel tanks and tried to restart to no avail...switched back to mains to no avail. At this time we were about 400 feet agl and realized we would not make the airport. We turned north to land on highway 49...shortly after touchdown the right wing tip hit a light post. We spun around and came to a stop....' Inspection of the wreckage revealed sufficient fuel. Investigators verified flight control continuity, continuity of the fuel system in all positions, the boost pumps worked, and the vents were clear. Both engines were removed from the airplane to facility test runs of the engines, both engines ran, and no discrepancies were found.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,900 hours in all; 105 in this make and model; 260 in the last 90 days; 85 in the last 30 days; 3,525 as pilot in command; 2,500 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,770 hours
- Last inspection: annual inspection, July 30, 2000; 8 hours since
- Maximum gross weight: 5,300 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-470L (piston); 0 hours total
The flight
- Flight plan: none
- Runway 36, 4,950 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 010° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.